JP2012196979A - Regeneration system in hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a regeneration system in a hybrid vehicle which prevents deterioration in drivability caused by regeneration during the banking of a vehicle.SOLUTION: The regeneration system includes: an engine 22; a motor 106 which is supplied with power from a battery 126, superimposes power on a driving force from the engine 22, outputs the driving force to a rear wheel WR and performs regenerative power generation; an ejector 110; a MG-ECU 102 which, in a deceleration state, controls the regeneration amount of the motor 106, and inhibits the fuel injection of the ejector 110 thereby performing the full-open processing of a throttle valve that adjusts the amount of air flowing into the engine 22; and a bank angle sensor 142 for detecting the bank angle of a vehicle. The MG-ECU 102 inhibits the full-open processing of the throttle valve when the bank angle of the vehicle is equal to or larger than a predetermined value.

Description

  The present invention relates to a regeneration system in a hybrid vehicle.

  In Patent Document 1 shown below, in a hybrid vehicle, when the vehicle is decelerated or braked, a pumping loss is reduced by opening a throttle valve provided in the engine and causing the motor to generate regenerative power. It is described that the regenerative amount is increased by recovering the kinetic energy consumed as the electric energy.

JP-A-9-135502

  However, vehicles that run cornering while the hybrid vehicle is tilting (motorcycles, motor tricycles, etc.) are throttled in the deceleration zone when entering the corner to corner the vehicle in order to bank the vehicle with the accelerator grip fully closed. The valve is fully opened and motor regeneration is performed, and when the driver gradually turns the accelerator throttle from the middle to the second half of the corner, the throttle valve changes from full open to small open, so it is unnecessary for the engine in the bank state. Torque fluctuations occur, so that an extra accelerator grip operation must be performed during cornering, which reduces drivability.

  Therefore, the present invention has been made in view of the above-described conventional problems, and an object of the present invention is to provide a regeneration system in a hybrid vehicle that prevents a decrease in drivability due to regeneration during banking of the vehicle.

  In order to achieve the above object, the invention according to claim 1 is directed to an engine (22) as a first drive source of a vehicle, and a driving force from the engine (22) supplied with electric power from a battery (126). Separately, the driving force is output to the driving wheel (WR), and the motor (106) as a second driving source for performing regenerative power generation and the regenerative amount of the motor (106) are controlled when the vehicle is in a decelerating state. And a regenerative system in a hybrid vehicle (10) comprising a control means (102) for fully opening an intake air amount adjusting means for adjusting the amount of air flowing into the engine (22). An inclination detection means (142) for detecting an inclination angle is provided, and the control means (102) is configured to open the intake air amount adjustment means when the inclination angle of the vehicle is equal to or greater than a predetermined value. It characterized in that it prohibited the management.

  The invention according to claim 2 is the regeneration system (100) in the hybrid vehicle (10) according to claim 1, wherein the control means (102) is configured such that the inclination angle of the vehicle is equal to or greater than the predetermined value. Is characterized in that the intake air amount adjusting means is left fully closed.

  The invention according to claim 3 is the regenerative system (100) in the hybrid vehicle (10) according to claim 1 or 2, wherein the catalyst temperature detects the temperature of the catalyst that purifies the exhaust gas of the engine (22). A detection means (140) and a fuel injection device (110) for injecting fuel into the air flowing into the engine (22), wherein the control means (102) is configured such that the inclination angle of the vehicle is the predetermined angle. Even when the temperature of the catalyst is not more than a predetermined value, if the temperature of the catalyst is equal to or lower than a predetermined temperature, prohibit the full opening process of the intake air amount adjusting means and do not prohibit the fuel injection by the fuel injection device (110). It is characterized by.

  The invention according to claim 4 is the regenerative system (100) in the hybrid vehicle (10) according to any one of claims 1 to 3, and a rotational speed detection means (118) for detecting the engine rotational speed. A fuel injection device (110) for injecting fuel into the air flowing into the engine (22), wherein the control means (102) has the inclination angle of the vehicle equal to or less than the predetermined value, and When the engine speed is less than or equal to a threshold value, fuel injection by the fuel injection device (110) is prohibited, and the full opening process of the intake air amount adjusting means is performed.

  The invention according to claim 5 is the regeneration system (100) in the hybrid vehicle (10) according to claim 4, wherein the control means (102) is configured such that the inclination angle of the vehicle is equal to or less than the predetermined value. However, when the engine speed is larger than the threshold value, the fuel injection by the fuel injection device (110) and the full opening process of the intake air amount adjusting means are prohibited.

  According to the first and second aspects of the present invention, the regeneration system includes an inclination detection means for detecting an inclination angle of the vehicle, and controls the regeneration amount of the motor and flows into the engine when the vehicle is in a deceleration state. Control means for performing full opening processing of the intake air amount adjusting means for adjusting the amount of air to be performed, and when the vehicle inclination angle is greater than or equal to a predetermined value, the control means Since the fully open process is prohibited, the intake air amount adjusting means remains fully closed during cornering, so even if the driver performs an accelerator grip operation from the middle to the latter half of the corner, the intake air amount adjusting means is not fully closed. By shifting from the state to the throttle-by-wire control, the throttle valve is gradually opened from the fully closed state, and the driver's accelerator grip operation is performed when the vehicle is tilted. Not be any impact on the drivability is not reduced.

  According to a third aspect of the present invention, the apparatus includes a catalyst temperature detection unit that detects a temperature of a catalyst that purifies the exhaust gas of the engine, and a fuel injection device that injects fuel into the air flowing into the engine, The control means prohibits the full opening process of the intake air amount adjusting means when the temperature of the catalyst is equal to or lower than a predetermined temperature even when the inclination angle of the vehicle is not equal to or higher than the predetermined value. Since fuel injection by the fuel injection device is not prohibited, the catalyst can be warmed and the performance of purifying the emission of the catalyst can be maintained.

  According to a fourth aspect of the present invention, the engine includes: a rotation speed detection unit that detects the engine rotation speed; and a fuel injection device that injects fuel into the air that flows into the engine. When the inclination angle is equal to or less than the predetermined value and the engine speed is equal to or less than the threshold value, fuel injection by the fuel injection device is prohibited and the intake air amount adjusting means performs the full opening process. The pumping loss can be reduced, and thereby the regeneration efficiency can be improved.

  According to a fifth aspect of the present invention, the control means performs fuel injection by the fuel injection device when the engine speed is greater than a threshold value even if the inclination angle of the vehicle is equal to or less than the predetermined value. And prohibiting the fully open process of the intake air amount adjusting means, so that even when the engine speed is higher than the threshold, the pumping loss can be effectively reduced and the regeneration efficiency can be improved. Can do. In other words, when the engine speed is higher than the threshold, the engine can effectively reduce the pumping loss by utilizing the characteristic that the pumping loss is reduced when the intake air amount adjusting means is fully opened. Efficiency can be improved.

1 is a left side view of a motorcycle having a regeneration system in a hybrid vehicle in an embodiment. It is a block diagram which shows the regeneration system in a hybrid vehicle. It is a figure which shows FC execution area | region determination map. It is a flowchart which shows operation | movement of the regeneration system in a hybrid vehicle. It is a flowchart which shows operation | movement of the regeneration system in a hybrid vehicle.

  A regenerative system in a hybrid vehicle according to the present invention will be described in detail below with reference to the accompanying drawings with preferred embodiments.

  FIG. 1 is a left side view of a motorcycle 10 having a regeneration system in a hybrid vehicle according to an embodiment. In addition, regarding the mechanisms or components provided one by one on the left and right of the vehicle body, “L” is attached to the reference symbol of the left one, and “R” is attached to the reference symbol of the right one.

  The motorcycle 10 includes a vehicle body frame 12, a head pipe 14 provided at the front end of the vehicle body frame 12, a pair of left and right front forks 16L and 16R rotatably supported on the head pipe 14, and a pair of front wheels. Front wheels WF attached to the forks 16L and 16R, an engine 22 that is a drive source of the motorcycle 10 supported by the body frame 12, a muffler 24 connected via an exhaust pipe (not shown) of the engine 22, and a body frame 12 includes a swing arm 28 swingably supported by a pivot shaft 26 at the rear lower portion of the twelve, and a rear wheel (drive wheel) WR attached to a rear end portion of the swing arm 28.

  The body frame 12 includes a pair of left and right main frames 30L and 30R that branch from the head pipe 14 to the left and then extend obliquely downward, and a pair of left and right pivot plates 32L and 32R connected to the rear portions of the pair of main frames 30L and 30R. And a pair of left and right seat frames 34L and 34R extending obliquely rearward and upward from the front and rear portions of the pivot plates 32L and 32R. A pivot shaft 26 is provided on the pair of left and right pivot plates 32L and 32R. A fuel tank 36 is provided above the main frames 30L, 30R. A driver seat 38 and a passenger seat 40 are attached to the upper part of the seat frames 34L, 34R. A pair of grab rails 42L, 42R and a trunk box 44 are attached.

  A pair of left and right steps 46L and 46R for the driver seated on the driver seat 38 and a pair of left and right steps 48L and 48R for the passenger seated on the passenger seat 40 are provided on the pivot plates 32L and 32R of the vehicle body frame 12. And are attached.

  A vehicle body cowling 50 is attached to the vehicle body frame 12. The vehicle body cowling 50 includes a front cover 52 that covers the front of the vehicle body, a pair of left and right side covers 54 that covers the side of the vehicle body, an under cover 56 that covers the lower part of the vehicle body, A rear seat cowl 58 that covers the rear portion is provided, and a pair of left and right saddlebacks 60L and 60R are integrally formed on the rear seat cowl 58. A front fender 62 that covers the front wheel WF is attached to the front forks 16L and 16R, and a rear fender 64 that covers the rear wheel WR is attached to the rear seat cowl 58. A headlight is attached to the front surface of the front cover 52, a windshield 68 is attached to the top thereof, and side mirrors 70L and 70R are attached to the left and right ends. The motorcycle 10 is a hybrid vehicle that also includes a motor (not shown) that is a drive source of the motorcycle 10.

  FIG. 2 is a block diagram showing a regenerative system (hereinafter, regenerative system) 100 in the hybrid vehicle. The regenerative system 100 includes an engine 22, an MG-ECU 102 (management control unit), a clutch 104, a motor 106, a DCT (Dual Clutch Transmission) 108, an injector 110, a spark plug 111, an FI-ECU 112, a TBW device 114, a throttle opening sensor. 116, rotation speed sensor 118, clutch actuator 120, actuator drive unit 122, motor drive unit 124, battery 126, TM-ECU 128, front wheel brake sensor 130, rear wheel brake sensor 132, BRK-ECU 134, accelerator opening sensor 136, vehicle speed Sensor 138, catalyst temperature sensor 140, bank angle sensor 142, clutch engagement state sensor 144, gear position sensor 146, motor rotational speed sensor 148, regenerative torque map storage unit 150, and FC execution area Having a constant map storage unit 152. The actuator driving unit 122 may be provided inside the clutch actuator 120, or may be provided as a part of the function in the MG-ECU 102.

  The MG-ECU (control unit) 102 controls the entire regeneration system 100. The clutch 104 switches whether or not power is transmitted between the engine 22 and the rear wheel WR, and the engine 22 and the motor 106 are connected via the clutch 104. The motor 106 is connected to the rear wheel WR via a DCT 108. When the clutch 104 is in a connected state, power can be transmitted between the engine 22 and the rear wheel WR. That is, power can be transmitted from the engine 22 to the rear wheel WR and power can be transmitted from the rear wheel WR to the engine 22. When the clutch 104 is in a disconnected state (a state in which the clutch 104 is connected / disconnected), power cannot be transmitted between the engine 22 and the rear wheel WR.

  The motor 106 is a drive source of the motorcycle 10 and may be, for example, a brushless motor, and a rotating shaft of the motor 106 (not shown) is rotated by a three-phase AC current supplied from the motor drive unit 124. The rotation of the rotation shaft is transmitted to the rear wheel WR, whereby the rear wheel WR rotates. That is, the motor 106 transmits the driving force to the rear wheel WR in superposition with the power from the engine 22. Further, the motor 106 is a generator that converts the kinetic energy of the rear wheel WR into electric energy (generates regenerative power) when the rotating shaft of the motor 106 is rotated by power transmission from the rear wheel WR during traveling. Also works. The rotational speed of the rotating shaft of the motor 106 becomes the motor rotational speed.

  The DCT 108 changes the power transmitted to the rear wheel WR. Specifically, odd-numbered gear sets (for example, first gear, third gear, fifth gear) and even gears (for example, second gear, fourth gear, sixth gear) Is a transmission that switches between two clutches, and the two clutches are alternately connected to change gears instantaneously. For example, when the currently connected gear position is the third gear, the second gear or the fourth gear is in a standby state, and the gear can be changed instantaneously by switching to the other clutch. it can. The gear ratio of the DCT 108 changes by changing the gear stage to be connected. The first speed gear stage, the second speed gear stage, the third speed gear stage, the fourth speed gear stage, the fifth speed gear stage, and the sixth speed gear stage have different reduction ratios, and the first speed gear stage has the largest reduction ratio. The speed gear stage has the smallest reduction ratio.

  An injector (fuel injection device) 110 is provided in the engine 22 and injects fuel to generate an air-fuel mixture that flows into a combustion chamber (not shown) in the engine 22. An air-fuel mixture in which the fuel and air are mixed flows into the combustion chamber, and an ignition plug (ignition device) 111 ignites the air-fuel mixture in the fuel chamber, whereby the air-fuel mixture expands, and the engine 22 is not shown The piston reciprocates to generate kinetic energy. The ignition timing of the spark plug 111 is controlled by the MG-ECU 102.

  FI-ECU (fuel injection control unit) 112 drives and controls injector 110 under the control of MG-ECU 102. Specifically, the FI-ECU 112 injects fuel that is injected by the injector 110 in accordance with an accelerator grip opening degree (not shown) of the handle 20 of the motorcycle 10 detected by the accelerator opening sensor (accelerator opening detecting means) 136. Control volume and injection timing.

  A TBW (Throttle-By-Wire) device 114 performs throttle-by-wire control that operates a throttle valve (intake air amount adjusting means) (not shown) of the engine 22 under the control of the MG-ECU 102. The throttle-by-wire control is to operate the throttle valve of the engine 22 in accordance with the opening degree of the accelerator grip detected by the accelerator opening sensor 136, and the throttle valve in accordance with the opening degree of the accelerator grip. The degree of opening is adjusted. The throttle valve adjusts the amount of air flowing into the combustion chamber of the engine 22. The injector 110 injects fuel into the air flowing in through the throttle valve, and as a result, an air-fuel mixture is generated in the intake passage.

  If the amount of the air-fuel mixture flowing into the engine 22 increases, the expansion in the engine 22 increases correspondingly, and a larger kinetic energy can be obtained. A throttle opening sensor (throttle opening detecting means) 116 is a sensor for detecting the opening of the throttle valve. The accelerator opening sensor 136 and the throttle opening sensor 116 may be provided in the TBW device 114. In place of the throttle valve, an IACV (idle air control valve) (intake air amount adjusting means) or the like may be used.

  The rotational speed sensor (rotational speed detection means) 118 is a sensor that detects the rotational speed of the engine 22 (engine rotational speed). The engine speed refers to the speed of the crankshaft (rotary shaft) that is the output shaft of the engine 22, and when the engine 22 and the motor 106 are connected by the clutch 104, the engine speed and the motor speed. It becomes equal to the number. The rotation speed sensor 118 is configured using, for example, a Hall IC. The clutch actuator 120 is a hydraulic actuator, for example, and operates the clutch 104 to switch connection / disconnection of the clutch 104. The actuator driving unit 122 drives the clutch actuator 120 under the control of the MG-ECU 102. For example, the actuator driving unit 122 operates the clutch actuator 120 by supplying hydraulic oil to the clutch actuator 120.

  The motor drive unit 124 drives the motor 106 under the control of the MG-ECU 102, and specifically controls the power running torque and the regenerative torque (regeneration amount) of the motor 106. When a power running torque is generated in the motor 106 by the motor drive unit 124, a direct current supplied from the battery 126 is converted into, for example, a three-phase alternating current by the motor drive unit 124, and the three-phase alternating current is converted. Current is supplied to the motor 106. When regenerative torque is generated in the motor 106, the three-phase alternating current generated in the motor 106 is converted into direct current by the motor driving unit 124, and the direct current is charged in the battery 126.

  The TM-ECU 128 controls the gear ratio of the DCT 108 under the control of the MG-ECU 102. A front wheel brake sensor (front wheel brake operation amount detection means) 130 detects an operation amount (brake operation amount) of a brake lever (not shown) provided on the handle 20 for operating a front wheel brake that generates a braking force on the front wheels. To do. A rear wheel brake sensor (rear wheel brake operation amount detection means) 132 detects an operation amount (brake operation amount) of a brake pedal (not shown) for operating a rear wheel brake that generates a braking force for the rear wheels. The front wheel brake sensor 130 and the rear wheel brake sensor 132 detect the brake operation amount by detecting the brake hydraulic pressure of the front wheel brake and the rear wheel brake.

  The BRK-ECU 134 calculates the requested deceleration amount requested by the driver based on the operation amounts detected by the front wheel brake sensor 130 and the rear wheel brake sensor 132. The calculated requested deceleration amount is output to MG-ECU 102. A vehicle speed sensor (vehicle speed detection means) 138 is provided in the vicinity of a counter shaft (not shown) of the motorcycle 10 and detects the vehicle speed by detecting the rotation speed of the counter shaft. The catalyst temperature sensor (catalyst temperature detection means) 140 purifies the exhaust gas of the engine 22 and detects the temperature of a catalyst (catalyzer) (not shown) provided in the exhaust pipe of the engine 22. The bank angle sensor (tilt detection means) 142 detects the bank angle (tilt angle) of the motorcycle 10. The bank angle sensor 142 includes an angular velocity sensor that detects an angular velocity in the bank direction (roll direction), and detects a bank angle from the detected angular velocity in the bank direction.

  The clutch connection state sensor (clutch connection state detection means) 144 detects the connection state (connected or not connected) of the clutch 104. The gear position sensor (gear position detecting means) 146 detects the currently connected gear stage. A motor rotation speed sensor (motor rotation speed detection means) 148 detects the current motor rotation speed of the motor 106.

  The throttle opening sensor 116, the rotation speed sensor 118, the front wheel brake sensor 130, the rear wheel brake sensor 132, the accelerator opening sensor 136, the vehicle speed sensor 138, the catalyst temperature sensor 140, the bank angle sensor 142, the clutch engagement state sensor 144, The gear position sensor 146 and the motor rotation number sensor 148 perform detection at predetermined cycle intervals.

  The regenerative torque map storage unit 150 stores a regenerative torque map in which a regenerative torque suitable for each gear ratio of the DCT 108 is recorded. The regenerative torque map includes the engine speed and the regenerative torque corresponding to the engine speed. Is a stored map. The regenerative torque map includes a regenerative torque map with FC when the throttle valve is fully open (hereinafter also referred to as a regenerative torque map with full open FC) and a regenerative torque map with FC when the throttle valve is fully closed (hereinafter referred to as fully closed FC). A regenerative torque map without FC) is stored. Note that the regeneration amount may be calculated based on various detection values regardless of the regeneration map. “With FC (fuel cut)” means that fuel regeneration is prohibited when performing regeneration, and “without FC” means that regeneration is performed without prohibiting fuel injection when performing regeneration. . Therefore, when FC is present, the engine 22 is in a non-operating state (however, the crankshaft of the engine 22 is rotated by the rotational driving force of the rear wheel WR). Is in an operating state.

  The FC execution region determination map storage unit 152 stores an FC execution region determination map indicating an operation state region (FC execution region) of the engine 22 that executes fuel cut (prohibition of fuel injection) during regeneration. In the FC execution area determination map, the FC execution area is determined according to the connected gear stage and the engine speed.

  FIG. 3 is a diagram showing an FC execution area determination map. The horizontal axis indicates the vehicle speed, and the vertical axis indicates the engine speed. As the engine speed increases, the vehicle speed increases (accelerates), but the amount of increase differs depending on the currently connected gear. As shown in FIG. 3, the region where the engine speed is larger than the lower limit value and smaller than the upper limit value, and the currently connected gear stage is greater than or equal to the third gear stage is the FC execution area (illustrated by hatching). The other areas are FC non-execution areas. This FC execution area is determined from various viewpoints such as emission improvement, drivability improvement, and engine stall prevention. This lower limit value is a rotational speed higher than the idle rotational speed. The idle rotational speed refers to the rotational speed of the engine 22 when the accelerator grip is fully closed.

  For example, when the engine 22 is in a low speed range, the engine torque is small. Therefore, when FC is performed in such a state, the engine operating state transitions in a direction to stop. When the is operated in the opening direction, the response of the engine output is delayed, and then a large torque is generated unnecessarily. Therefore, FC is not executed (FC is prohibited) in the low speed range where the engine speed is lower than the lower limit. Also, in the low rotation range, engine stall is likely to occur especially at low gears (first gear, second gear), so that the connected gear is not a low gear to prevent it. If not, do not execute FC.

  Next, operation | movement of the regeneration system 100 is demonstrated according to the flowchart of FIG.4 and FIG.5. The MG-ECU 102 acquires the brake operation amount detected most recently by the front wheel brake sensor 130 and the brake operation amount detected most recently by the rear wheel brake sensor 132 (step S1), and based on the acquired operation amount, The requested deceleration amount requested by the driver is calculated (step S2).

  Next, the MG-ECU 102 determines whether or not the calculated requested deceleration amount is greater than a threshold value (step S3). If it is determined in step S3 that the requested deceleration amount is not greater than the threshold value (the requested deceleration amount is equal to or less than the threshold value), the process proceeds to step S23. That is, when the requested deceleration amount is not larger than the threshold value, regeneration is not performed because almost no regeneration amount is obtained.

  On the other hand, if it is determined in step S3 that the requested deceleration amount is greater than the threshold value, the MG-ECU 102 acquires the vehicle speed most recently detected by the vehicle speed sensor 138 (step S4), and the acquired vehicle speed is a threshold value (for example, It is determined whether it is greater than 5 km / h) (step S5). If it is determined in step S5 that the vehicle speed is not greater than the threshold value (the vehicle speed is equal to or less than the threshold value), the process proceeds to step S23. That is, when the vehicle speed is not greater than the threshold value, regeneration is not performed because almost no regeneration amount is obtained.

  On the other hand, if it is determined in step S5 that the vehicle speed is greater than the threshold value, the MG-ECU 102 acquires the opening degree of the accelerator grip most recently detected by the accelerator opening degree sensor 136 (step S6). It is determined whether or not the opening degree of the accelerator grip is smaller than a predetermined opening degree (step S7). By setting the predetermined opening degree to 1 degree, it can be determined whether or not the accelerator grip is in a substantially fully closed state.

  If it is determined in step S7 that the accelerator grip opening is not smaller than the predetermined opening (the accelerator grip opening is equal to or larger than the predetermined opening), the process proceeds to step S23. This is because when the opening degree of the accelerator grip is not smaller than the predetermined opening degree, the driving state is in a powering state. In such a case, regeneration is not performed. On the other hand, if it is determined in step S7 that the accelerator grip opening is smaller than the predetermined opening, the MG-ECU 102 determines whether the clutch 104 is connected based on the detection signal most recently detected by the clutch connection state sensor 144 ( It is determined whether or not the clutch 104 is in a connected state (step S8).

  If it is determined in step S8 that the clutch 104 is not connected (the clutch 104 is in a disconnected state), the process proceeds to step S23. On the other hand, if it is determined in step S8 that the clutch 104 is connected, the MG-ECU 102 acquires the bank angle detected most recently by the bank angle sensor 142 (step S9), and the acquired bank angle is a predetermined value. It is determined whether it is smaller (step S10). As a case where the bank angle is not smaller than a predetermined value, the motorcycle 10 may be cornering.

  If it is determined in step S10 that the bank angle is not smaller than the predetermined value, the process proceeds to step S23. On the other hand, if it is determined in step S10 that the acquired bank angle is smaller than the predetermined value, the MG-ECU 102 acquires the gear position (currently connected gear stage) detected most recently by the gear position sensor 146 (FIG. 5). 5 (step S11), the engine speed of the engine 22 detected most recently by the speed sensor 118 is acquired (step S12).

  Next, the MG-ECU 102 acquires the temperature of the catalyst most recently detected by the catalyst temperature sensor 140 (step S13), and determines whether or not the acquired temperature of the catalyst is higher than a predetermined temperature (step S14). .

  If it is determined in step S14 that the temperature of the catalyst is higher than the predetermined temperature, the MG-ECU 102 determines whether or not the current operation state is the FC execution region (step S15). That is, the MG-ECU 102 determines the current engine based on the FC execution region determination map stored in the FC execution region determination map storage unit 152, the gear position acquired in step S11, and the engine speed acquired in step S12. It is determined whether the operation state 22 is in the FC execution region.

  If it is determined in step S15 that the current operating state is the FC execution region, the MG-ECU 102 prohibits fuel injection by the injector 110 and ignition by the spark plug 111 (step S16). As a result, the engine 22 enters a non-operating state.

  Next, the MG-ECU 102 determines whether or not the engine speed acquired in step S12 is greater than a threshold (for example, 5500 rpm) (step S17). If it is determined in step S17 that the engine speed is not greater than the threshold value, the MG-ECU 102 controls the TBW device 114 to fully open the throttle valve (step S18).

  Next, the MG-ECU 102 determines the current gear position (the gear position acquired in the most recent step S11) and the current engine speed (the most recent step) from the regenerative torque map with fully open FC stored in the regeneration torque map storage unit 150. Regenerative torque corresponding to the engine speed acquired in S12) is acquired (step S19), and the motor 106 is controlled by using the acquired regenerative torque to control driving of the motor 106 (step S20). At this time, the engine 22 is in a non-operating state, and the crankshaft of the engine 22 is rotated by the rotational force of the rear wheel WR.

  Thus, when the motorcycle 10 is in a decelerating state, the throttle valve is fully opened and the motor 106 performs regenerative power generation as a general rule, so that the pumping loss of the engine 22 can be reduced. Efficiency can be improved. That is, by reducing the pumping loss, the engine brake is weakened, and the rotational driving force of the rear wheels WR can be absorbed by the motor 106 correspondingly, and the regeneration amount can be increased.

  On the other hand, if it is determined in step S17 that the engine speed is greater than the threshold value, the MG-ECU 102 determines the current gear position and the current engine speed from the fully closed FC regenerative torque map stored in the regenerative torque map storage unit 150. The regenerative torque corresponding to the number is acquired (step S21), and the motor 106 is controlled by using the acquired regenerative torque to control the drive of the motor 106 (step S20). At this time, the engine 22 is in a non-operating state, and the crankshaft of the engine 22 is rotated by the rotational force of the rear wheel WR. Here, since the accelerator grip is substantially fully closed (YES in step S7 in FIG. 4), the throttle valve is also substantially fully closed. That is, the throttle valve fully closed means the throttle valve opening controlled by throttle-by-wire control when the accelerator grip is fully closed (when the opening is 0 degree).

  In general, when the engine speed is not greater than a threshold value, the engine 22 reduces the pumping loss when the throttle valve is fully opened. However, when the engine speed is greater than the threshold value, the throttle valve is fully opened. Rather than making the throttle valve fully closed, the pumping loss is reduced. Therefore, when the engine speed is larger than the threshold value, the throttle valve is not fully opened (the throttle valve is kept fully closed). Thereby, even when the engine speed is high, the pumping loss can be effectively reduced, and the regeneration efficiency can be improved.

  If it is determined in step S14 that the temperature of the catalyst is not higher than the predetermined temperature, or if it is determined in step S15 that the current operating state is not the FC execution region, the MG-ECU 102 stores the regenerative torque map storage unit. The regenerative torque corresponding to the current gear position and the current engine speed is acquired from the FC-free regenerative torque map stored in 150 (step S22), and the motor drive unit 124 is controlled using the acquired regenerative torque. Thus, the drive of the motor 106 is controlled (step S20). At this time, the engine 22 remains in an operating state, and the throttle valve is fully closed.

  As described above, when the temperature of the catalyst is not higher than the predetermined temperature, the emission purification performance is deteriorated. In such a case, the engine 22 is not operated but is directly operated. Therefore, the catalyst can be warmed and the performance of purifying the emission of the catalyst can be maintained. In addition, when the current operation state is not the FC execution region, the engine 22 is not operated, but the operation state is left as it is. For example, it is possible to prevent a transition in the direction in which the engine operation state stops. Even when the driver operates the accelerator grip in the opening direction for reacceleration, it is possible to prevent a delay in response of the engine output and to suppress the occurrence of engine stall.

  If it is determined in step S3 of FIG. 4 that the required deceleration amount is not larger than the threshold value, or if it is determined in step S5 that the vehicle speed is not larger than the threshold value, the opening degree of the accelerator grip is smaller than the predetermined opening degree in step S7. If it is determined that there is no clutch, it is determined in step S8 that the clutch is not engaged, and if it is determined in step S10 that the bank angle is not smaller than the predetermined value, the process proceeds to step S23, and the MG-ECU 102 Then, the front wheel brake and the rear wheel brake are operated by controlling the brake hydraulic pressure of the front wheel brake and the rear wheel brake calculated in step S2.

  In this way, during cornering (during deceleration when the bank angle is smaller than a predetermined value), the pumping loss of the engine 22 is not reduced compared to when the throttle valve is fully opened, and a larger regeneration amount can be obtained. Although the throttle valve remains fully closed, even if the driver gradually turns the accelerator grip from the middle to the second half of the corner, the throttle valve will shift from the fully open state to throttle-by-wire control. (The throttle valve is gradually opened from the fully closed state), the driver's accelerator grip operation in the bank state is not affected at all, and the drivability is not deteriorated.

  As described above, when the motorcycle 10 is in a decelerating state, in principle, fuel injection by the injector 110 and ignition by the spark plug 111 are prohibited, and the throttle valve is fully opened, so that the pumping loss of the engine 22 is reduced. And the regeneration efficiency can be improved.

  When the motorcycle 10 is in a decelerating state and the engine speed is larger than the threshold value, the fuel injection by the injector 110 and the spark plug 111 are prohibited, and the fully open throttle valve fully open process is prohibited and kept fully closed. Therefore, even when the engine speed is high, the pumping loss of the engine 22 can be effectively reduced, and the regeneration efficiency can be improved.

  Even when the motorcycle 10 is in a decelerating state, if the temperature of the catalyst is not higher than a predetermined temperature, that is, not more than the predetermined temperature, the intake air amount adjusting means is prohibited from being fully opened and fuel injection is prohibited. Therefore, the catalyst can be warmed, and the performance of purifying the emission of the catalyst can be prevented from deteriorating.

  Even when the motorcycle 10 is in a deceleration state, if the bank angle is not smaller than a predetermined value, that is, if the bank angle is equal to or larger than a predetermined value, fuel injection is prohibited and the throttle valve fully open process is prohibited. Thus, even if the driver gradually turns the accelerator grip from the middle to the second half of the corner, the throttle-by-wire control is not shifted from the fully opened state (the throttle valve is fully opened). The throttle valve is gradually opened from the closed state, that is, the way of opening the throttle valve is the same as the normal throttle-by-wire control), and does not affect the driver's accelerator grip operation in the bank state. , Drivability can be prevented from lowering.

  In the above embodiment, the clutch 104 is provided and the engine 22 can be disconnected from the rear wheel WR. However, the clutch 104 may not be provided.

  In the above embodiment, the engine 22 can be separated from the rear wheel WR. However, the motor 106 may be separated from the engine 22 instead. In this case, the engine 22 is connected to the rear wheel WR via the DCT 108, and the motor 106 is connected to the engine 22 via the clutch 104. That is, the arrangement of the engine 22 and the motor 106 in FIG. 2 is reversed.

  As described above, the present invention has been described using the preferred embodiments, but the technical scope of the present invention is not limited to the scope described in the above embodiments. It will be apparent to those skilled in the art that various modifications or improvements can be added to the above embodiment. It is apparent from the description of the scope of claims that embodiments with such changes or improvements can be included in the technical scope of the present invention. In addition, the reference numerals in parentheses described in the claims are appended to the reference numerals in the accompanying drawings for easy understanding of the present invention. It is not construed as limiting.

DESCRIPTION OF SYMBOLS 10 ... Motorcycle 22 ... Engine 24 ... Muffler 100 ... Regenerative system 102 ... MG-ECU 104 ... Clutch 106 ... Motor 108 ... DCT
DESCRIPTION OF SYMBOLS 110 ... Injector 111 ... Spark plug 112 ... FI-ECU 114 ... TBW device 116 ... Throttle opening sensor 118 ... Revolution sensor 120 ... Clutch actuator 122 ... Actuator drive part 124 ... Motor drive part 126 ... Battery 128 ... TM-ECU 130 ... Front wheel brake sensor 132 ... Rear wheel brake sensor 134 ... BRK-ECU
DESCRIPTION OF SYMBOLS 136 ... Accelerator opening degree sensor 138 ... Vehicle speed sensor 140 ... Catalyst temperature sensor 142 ... Bank angle sensor 144 ... Clutch connection state sensor 146 ... Gear position sensor 148 ... Motor rotation speed sensor 150 ... Regenerative torque map memory | storage part 152 ... FC execution area | region determination Map storage

Claims (5)

An engine (22) as a first drive source of the vehicle;
A motor (106) as a second drive source that is supplied with electric power from the battery (126) and outputs a driving force to the driving wheel (WR) separately from the driving force from the engine (22) and performs regenerative power generation. When,
When the vehicle is in a decelerating state, the control means (102) controls the regeneration amount of the motor (106) and fully opens the intake air amount adjusting means for adjusting the amount of air flowing into the engine (22). In a regenerative system (100) in a hybrid vehicle (10) comprising:
Inclination detecting means (142) for detecting the inclination angle of the vehicle,
The regenerative system (10) in the hybrid vehicle (10), wherein the control means (102) prohibits the full opening process of the intake air amount adjusting means when the inclination angle of the vehicle is a predetermined value or more. 100). A regenerative system (100) in a hybrid vehicle (10) according to claim 1,
The control means (102) keeps the intake air amount adjusting means fully closed when the inclination angle of the vehicle is equal to or greater than the predetermined value. 100). A regeneration system (100) in a hybrid vehicle (10) according to claim 1 or 2,
Catalyst temperature detection means (140) for detecting the temperature of the catalyst for purifying the exhaust gas of the engine (22);
A fuel injection device (110) for injecting fuel into the air flowing into the engine (22);
With
The control means (102) prohibits the full opening process of the intake air amount adjusting means when the temperature of the catalyst is equal to or lower than a predetermined temperature even when the inclination angle of the vehicle is not equal to or higher than the predetermined value. In addition, the regenerative system (100) in the hybrid vehicle (10) is characterized in that fuel injection by the fuel injection device (110) is not prohibited. A regeneration system (100) in a hybrid vehicle (10) according to any one of claims 1 to 3,
A rotational speed detecting means (118) for detecting the engine rotational speed;
A fuel injection device (110) for injecting fuel into the air flowing into the engine (22);
With
The control means (102) prohibits fuel injection by the fuel injection device (110) when the inclination angle of the vehicle is less than or equal to the predetermined value and the engine speed is less than or equal to a threshold value. The regenerative system (100) in the hybrid vehicle (10), wherein the full opening process of the intake air amount adjusting means is performed. A regeneration system (100) in a hybrid vehicle (10) according to claim 4,
The control means (102) is configured to perform fuel injection and intake air amount by the fuel injection device (110) when the engine speed is larger than a threshold value even when the inclination angle of the vehicle is equal to or less than the predetermined value. The regenerative system (100) in the hybrid vehicle (10), wherein the fully opening process of the adjusting means is prohibited.

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